Method and apparatus for latent fault detection and management for fly-by-wire flight control systems

ABSTRACT

An aircraft control system includes pilot and co-pilot flight control systems that each include a first shaft mechanically coupled to and displaced apart from a second shaft, the shafts defining and being rotatable about independent longitudinal axes. A connecting link enables rotation of one of the first shafts to rotate a corresponding one of the second shafts. A position transducer is mechanically coupled to each shaft and configured to communicate an electrical signal corresponding to the rotation of the respective shaft. A flight control unit electrically communicates with the position transducers and is configured to (a) receive the electrical signal from each position transducer, (b) detect a failure of the flight control system by detecting differences in the position transducers&#39; electrical signals, and (c) communicate the electrical signal from the position transducer to a flight control surface actuation system to compensate for the detected failure.

BACKGROUND

Filed of the Disclosure

The present disclosure relates generally to a fly-by-wire aircraftcontrol system, and more particularly, to a flight control systemconfigured to detect a failure of a pilot or co-pilot flight controlsystem.

Description of Related Art

A majority of commercial aircraft utilize fly-by-wire flight controlsystems that no longer include direct mechanical linkages to physicallyconnect flight deck controllers with aircraft flight control surfaces.Rather, a pilot provides an input to the flight deck controller, whichis subsequently converted to an electrical signal. The electrical signalis then electronically processed to generate commands to control unitsthat appropriately orient the respective aircraft flight controlsurface.

Regulations governing the operation of certain aircraft requireredundancies in flight control systems to satisfy safety requirements.Additionally, if a flight control system incurs a failure that is notdetected (i.e., a latent failure), and a subsequent failure in theflight control system would impact the aircraft safety, then a mandatoryground inspection and/or a series of inspection intervals may berequired to check and resolve the latent failure. In some instances,entire flight control systems are removed and replaced with new systemswhen a latent failure cannot be detected, which increases operatingcosts and decreases operational tempo.

SUMMARY

A fly-by-wire aircraft control system includes a pilot flight controlsystem and an co-pilot flight control system. Each flight control systemincludes a first shaft that is mechanically coupled to a second shaft.Additionally, the first shaft is displaced apart from the second shaft.Each shaft of the pilot and co-pilot flight control system defines anindependent longitudinal axis, and each shaft is configured to rotateabout the longitudinal axis defined thereby. In some aspects, the pilotand co-pilot flight control systems each include a connecting link thatenables rotation of one of the first shafts to rotate a correspondingone of the second shafts.

According to some aspects, the aircraft control system further includesa position transducer mechanically coupled to each shaft. The positiontransducers are configured to communicate an electrical signalcorresponding to the rotation of the respective shaft. Additionally, theaircraft control system includes a flight control unit in electricalcommunication with each of the position transducers. The flight controlunit is configured to receive the electrical signal from each of theposition transducers. The health of the position transducers affects theflight safety, and as such, the ability to predict and/or determinemechanical and/or electrical failures of the position transducers andother components of the flight control system significantly increasesthe safety of flight operations.

Additionally, the flight control unit is configured to detect a failureof the pilot or co-pilot flight control system by detecting differencesin the electrical signals from the position transducers. In someaspects, the flight control unit is configured to communicate theelectrical signal from the operational position transducer to a flightcontrol surface actuation system to compensate for the detected failure.

Aspects of the present disclosure also provide a method of controlling afly-by-wire aircraft control system. The method includes receiving anelectrical signal from a plurality of position transducers. Eachposition transducer is coupled to one of a first shaft and a secondshaft of a pilot flight control system and a first shaft and a secondshaft of an co-pilot flight control system. The first and second shaftsdefine independent longitudinal axis and are rotatable about theirrespective independent longitudinal axes. Additionally, a connectinglink enables rotation of one of the shafts to rotate a corresponding oneof the connected shafts. The method further includes detecting a failureof the pilot or co-pilot flight control systems by detecting differencesin the electrical signals received from each of the positiontransducers. According to some aspects, the method includescommunicating the electrical signal from the position transducer to aflight control surface actuation system to compensate for the detectedfailure.

According to some aspects, an aircraft control system is provided thatincludes a pilot and an co-pilot flight control system. Each flightcontrol system includes a first shaft mechanically coupled to anddisplaced apart from a second shaft. The shafts of the pilot andco-pilot flight control systems each define independent longitudinalaxes and are rotatable about their respective longitudinal axes.Additionally, a pilot and an co-pilot connecting link respectivelyenable rotation of one of the first shafts to rotate a corresponding oneof the second shafts of the pilot and co-pilot flight control systems.The aircraft control system further includes a pilot and co-pilot flightdeck controllers that are mechanically coupled to the respective firstpilot and co-pilot shafts. Further, the system includes a positiontransducer mechanically coupled to each shaft. The position transduceris configured to communicate an electrical signal corresponding to therotation of the respective shaft. In some aspects, the system includes apilot and an co-pilot wheel pulley mechanically coupled to therespective pilot and co-pilot flight deck controllers. The pilot andco-pilot wheel pulleys are configured to, in response to a failure ofone of the connecting links, rotate the respective first shafts of thepilot and co-pilot flight control systems. According to some aspects,the system further includes a flight control unit that is incommunication with the position transducers. The flight control unit isconfigured to (a) receive the electrical signal from each of theposition transducers, (b) detect a failure of the pilot or co-pilotflight control system by detecting differences in the electrical signalsfrom the position transducers, and (c) communicate the electrical signalfrom the position transducer to a flight control surface actuationsystem to compensate for the detected failure.

BRIEF DESCRIPTION OF THE DRAWING(S)

Having thus described example implementations of the disclosure ingeneral terms, reference will now be made to the accompanying drawings,which are not necessarily drawn to scale, and wherein:

FIG. 1 illustrates a fly-by-wire aircraft control system that includes apilot and co-pilot wheel flight deck controller according to one aspectof the present disclosure;

FIG. 2 illustrates a fly-by-wire aircraft control system that includes apilot and co-pilot pedal flight deck controller according to one aspectof the present disclosure;

FIG. 3 illustrates a fly-by-wire aircraft control system that includes apilot and co-pilot column flight deck controller according to one aspectof the present disclosure;

FIG. 4 illustrates a schematic block diagram of a fly-by-wire aircraftcontrol system according to one aspect of the present disclosure;

FIG. 5 illustrates a block diagram of a method of manufacturing afly-by-wire aircraft control system according to one aspect of thepresent disclosure; and

FIG. 6 illustrates a block diagram of a method of controlling afly-by-wire aircraft control system according to one aspect of thepresent disclosure.

DETAILED DESCRIPTION

Some implementations of the present disclosure will now be describedmore fully hereinafter with reference to the accompanying drawings, inwhich some, but not all implementations of the disclosure are shown.Indeed, various implementations of the disclosure may be expressed inmany different forms and should not be construed as limited to theimplementations set forth herein; rather, these exemplaryimplementations are provided so that this disclosure will be thoroughand complete, and will fully convey the scope of the disclosure to thoseskilled in the art. As used herein, the term “and/or” and the “/” symbolincludes any and all combinations of one or more of the associatedlisted items. Further, unless otherwise indicated, something beingdescribed as being a first, second or the like should not be construedto imply a particular order. It should be understood that the termsfirst, second, etc. may be used herein to describe various steps,calculations, positions and/or the like, these steps, calculations orpositions should not be limited to these terms. These terms are onlyused to distinguish one operation, calculation, or position fromanother. For example, a first position may be termed a second position,and, similarly, a second step may be termed a first step, withoutdeparting from the scope of this disclosure. Additionally, something maybe described as being above something else (unless otherwise indicated)may instead be below, and vice versa; and similarly, something describedas being to the left of something else may instead be to the right, andvice versa. As used in the specification, and in the appended claims,the singular forms “a”, “an”, “the”, include plural referents unless thecontext clearly dictates otherwise. Like reference numerals refer tolike elements throughout.

Implementations of the present disclosure provide for a fly-by-wireaircraft control system configured to control the operation of aircraftflight control surfaces and detect a failure of a flight control system.The fly-by-wire aircraft control system 5 can include a combination ofmechanical and electrical components configured to control the operationof the aircraft flight control surfaces. Referring to FIGS. 1, 2 and 3,an aircraft control system 5 includes a pilot flight control system P(i.e., a primary flight control system) and a co-pilot flight controlsystem A (i.e., an alternate flight control system). In particular, thepilot flight control system P may be arranged with respect to theco-pilot flight control system A such that a pilot and co-pilot mayoperate the respective pilot and co-pilot flight control systems P, A.Additionally, the pilot flight control system P and the co-pilot flightcontrol system A may each include a respective flight deck controller(e.g., a pilot flight deck controller and an co-pilot flight deckcontroller). As shown in FIGS. 1, 2, and 3, the flight deck controllersmay include a traditional wheel flight deck controller, column flightdeck controller, and/or pedal flight deck controller configured toreceive a user input to control the operation of the correspondingaircraft flight control surfaces.

According to some aspects, the pilot and co-pilot flight control systemsP, A may each include a respective first shaft (e.g., a first pilotshaft 100 and a first co-pilot shaft 200). Additionally, the firstshafts of the respective pilot and co-pilot flight control systems maybe mechanically coupled to the corresponding flight deck controller. Forexample, as shown in FIG. 1, a first pilot shaft 100 is mechanicallycoupled to the pilot wheel flight deck controller 106, and a firstco-pilot shaft 200 is mechanically coupled to the co-pilot wheel flightdeck controller 206. The first pilot shaft 100 defines a longitudinalaxis L1, and the first pilot shaft 100 is configured to rotate about thelongitudinal axis L1 Likewise, the first co-pilot shaft 200 defines alongitudinal axis L3, and the first co-pilot shaft 200 is configured torotate about the longitudinal axis L3.

Additionally, the pilot and co-pilot flight control systems P, A eachinclude a respective second shaft 102, 202 that is mechanically coupledto the respective first pilot shaft 100 and the first co-pilot shaft200. The second pilot shaft 102 is displaced apart from the first pilotshaft 100, and the second co-pilot shaft 202 is displaced apart from thefirst co-pilot shaft 200. According to some aspects, the second pilotshaft 102 is displaced apart from the longitudinal axis L1 defined bythe first pilot shaft 100. For example, a second pilot shaft 102 definesa longitudinal axis L2 along which the second pilot shaft 102 extends.The longitudinal axis L2 of the second pilot shaft 102 may be parallelto, but displaced from, the longitudinal axis L1 of the first pilotshaft 100. As shown in FIG. 1, the second pilot shaft 102 may benonconcentrically displaced from the first pilot shaft 100. According toanother aspect, the respective longitudinal axes of the first and secondpilot shaft may be coaxially arranged with respect to one another, butthe first and second pilot shafts remain displaced apart from oneanother. Likewise, the second co-pilot shaft 202 may define alongitudinal axis L4 along which the second co-pilot shaft 202 extends,and the second co-pilot shaft 202 may be displaced apart from thelongitudinal axis L3 defined by the first co-pilot shaft 200. In someaspects, the first and second shafts of the respective pilot andco-pilot flight control systems are mass balanced and are configured tonot rotate without input from a flight deck controller and/or by induceddynamics.

According to some aspects, the pilot and co-pilot flight control systemsP, A may further include a connecting link arranged such that forrotation of one of the first shafts of the pilot and co-pilot flightcontrol systems correspondingly rotates the respective second shaft. Forexample, as shown in FIG. 1, a first pilot connecting rod 104 may have afirst end mechanically coupled to the first pilot shaft 100 and anopposing second end mechanically coupled to the respective second pilotshaft 102. Likewise, a first co-pilot connecting rod 204 may have afirst end mechanically coupled to the first co-pilot shaft 200 and anopposing second end mechanically coupled to the second co-pilot shaft202.

In some aspects, the second pilot shaft 102 is mechanically coupled tothe first pilot shaft 100 such that rotation of the first pilot shaft100 about the longitudinal axis L1 thereof causes corresponding rotationof the second pilot shaft 102 about the longitudinal axis L2 definedthereby. As one of the first and second pilot shafts 100, 102 rotatesabout its respective longitudinal axis, the first pilot connecting rod104 is displaced and causes corresponding rotation of the otherconnected pilot shaft about the longitudinal axis defined thereby.Likewise, when one of the first and second co-pilot shafts 200, 202rotates about its respective longitudinal axis, the first co-pilotconnecting rod 204 causes corresponding rotation of the other connectedpilot shaft about the longitudinal axis defined thereby.

According to some aspects, each of the first and second pilot shafts100, 102 may be mechanically coupled to a respective position transducer108A, 108B, 110A, 110B. In particular, the pilot flight control system Pmay include a pair of position transducers 108A, 108B mechanicallycoupled to the first pilot shaft 100 and a pair of position transducers110A, 110B mechanically coupled to the second pilot shaft 102. The firstpilot position transducers 108A, 108B are configured to generate anelectrical signal corresponding to the rotation of the first pilot shaft100 about the longitudinal axis L1 thereof and communicate theelectrical signal to a flight control unit. The second pilot positiontransducers 110A, 110B are configured to generate an electrical signalcorresponding to the rotation of the second pilot shaft 102 about thelongitudinal axis L2 thereof and communicate the electrical signal tothe flight control unit.

Likewise, each of the first and second co-pilot shafts 200, 202 may bemechanically coupled to a respective position transducer 208A, 208B,210A, 210B. The co-pilot flight control system A includes a pair ofposition transducers 208A, 208B mechanically coupled to the firstco-pilot shaft 200 and a pair of position transducers 210A, 210Bmechanically coupled to the second co-pilot shaft 202. The transducers208A, 208B, 210A, 210B are configured to generate an electrical signalcorresponding to the rotation of the respective first and secondco-pilot shafts 200, 202 about their respective longitudinal axis L3, L4and communicate the respective electrical signals to the flight controlunit, as described in greater detail herein.

Referring to FIG. 4, the fly-by-wire aircraft control system 5 furtherincludes a flight control unit 400 that is in electrical communicationwith each of the position transducers 108, 110, 208, 210. Additionally,the flight control unit is configured to receive an electrical signalfrom any of the position transducers 108, 110, 208, 210 for controllingthe operation of a corresponding flight control surface actuation system402 in accordance with the rotation of the corresponding shaftmechanically coupled to the respective position transducer.Additionally, the flight control unit 400 is configured to communicatethe electrical signal from any of the position transducers 108, 110,208, 210 to the corresponding flight control surface actuation system402 to compensate for the detected failure. In some aspects, the flightcontrol unit 400 may be configured to process the electrical signalreceived from each of the position transducers and compare theelectrical signals. Additionally, in response to a failure of the flightcontrol unit 400, any one of the operational position transducers 108,110, 208, 210 may be configured to provide an electrical signal to theflight control surface actuation system 402. In some aspects, the flightcontrol surface actuation system 402 may include actuator controlelectronics configured to control, for example, electro-hydraulic servoactuators that manipulate flight control surfaces such as, for example,elevator control surfaces, ailerons, spoilerons, flaps, rudders and/orthe like.

According to some aspects, the flight control unit 400 is furtherconfigured to detect a failure of the pilot flight control system P orthe co-pilot flight control system A, based in part to the electricalsignals received from the position transducers 108, 110, 208, 210. Forexample, the flight control unit 400 is configured to compare theelectrical signals received from any one of the first pilot positiontransducer 108, the second pilot position transducer 110, the firstco-pilot position transducer 208, and the second co-pilot positiontransducer 210 with the electrical signals received from any of theother position transducers. In comparing the electrical signals receivedfrom the position transducers 108, 110, 208, 210, the flight controlunit 400 detects a failure in the pilot flight control system P or theco-pilot flight control system A by detecting a difference between theelectrical signals provided by any of the position transducers 108, 110,208, 210.

Additionally, in response to detecting a failure of one of the pilotflight control system P or co-pilot flight control system A, the flightcontrol unit 400 is configured to provide an electrical signal to aflight control surface actuation system 402 associated with the positiontransducers 108, 110, 208, 210. In particular, the flight control unit400 is configured to communicate an electrical signal from at least oneof the operational position transducers to the flight control surfaceactuation system 402 so as to compensate for the detected failure.

In some aspects, the wheel flight deck controllers 106, 206 of the pilotand co-pilot flight control systems P, A may be configured to rotate therespective first pilot and co-pilot shafts 100, 200. For example, asshown in FIG. 1, the pilot wheel flight deck controller 106 may beconfigured to rotate the first pilot shaft 100 about the longitudinalaxis L1 defined thereby, and the co-pilot wheel flight deck controller206 may be configured to rotate the first co-pilot shaft 200 about thelongitudinal axis L3. For example, rotating the pilot wheel flight deckcontroller 106 in either the clockwise or counterclockwise directionprovides for the first pilot shaft 100 to correspondingly rotate in arespective direction about the longitudinal axis L1 defined thereby.Likewise, rotating the co-pilot wheel flight deck controller 206 ineither the clockwise or counterclockwise direction provides for thefirst co-pilot shaft 200 to correspondingly rotate in a respectivedirection about the longitudinal axis L3.

The aircraft control system 5 may further include a pilot flight datarecorder force transducer 122 and an co-pilot flight data recorder forcetransducer 222. The flight data recorder force transducers 122, 222 maybe mechanically coupled to the respective pilot and co-pilot flight deckcontrollers. For example, as shown in FIG. 3, the pilot flight datarecorder force transducer 122 is directly coupled to the pilot columnflight deck controller 150, and the co-pilot flight data recorder forcetransducer 22 is directly coupled to the co-pilot column flight deckcontroller 250. The flight data recorder force transducers 122, 222 maybe configured to provide an output, typically voltage or current, thatis proportional to the input force provided to the pilot and co-pilotflight deck controllers by the pilot and the co-pilot respectively. Assuch, the flight data recorder force transducers 122, 222 may beconfigured to measure the relative position of the magnetic core andwindings, which is proportional to the force applied to the respectiveflight deck controllers (e.g., the pilot and co-pilot wheel flight deckcontrollers 106, 206; the pilot and co-pilot pedal flight deckcontrollers 144, 244; the pilot and co-pilot column flight deckcontrollers 150, 250). Additionally, the flight data recorder forcetransducers 122, 222 may be configured to communicate an electricalsignal to the flight control unit corresponding to the input forceapplied to the respective flight deck controllers.

In some aspects, the aircraft control system further includes at leastone linkage mechanically coupling one of the pilot shafts 100, 102 toone of the co-pilot shafts 200, 202 such that rotation of one of thepilot shafts 100, 102 about the longitudinal axis thereof L1, L2 causescorresponding rotation of the coupled one of the co-pilot shafts 200,202 about the longitudinal axis thereof L3, L4. For example, as shown inFIG. 1, a first end of a first coupling rod 300 is mechanically coupledto the second pilot shaft 102 and an opposing second end of the firstcoupling rod 300 is mechanically coupled to the second co-pilot shaft202. As the second pilot shaft 102 rotates about its longitudinal axisL2, the first coupling rod 300 correspondingly rotates the secondco-pilot shaft 202 about its longitudinal axis L4. In particular, theends of the first coupling rod 300 are directly coupled to therespective second pilot shaft 102 and second co-pilot shaft 202 suchthat any rotation of either second shaft 102, 202 displaces the firstcoupling rod 300 and thereby causes the other coupled second shaft 102,202 to correspondingly rotate.

According to some aspects, the flight control system 5 may include asecond coupling rod 302. For example, as shown in FIG. 1, a first end ofa second coupling rod 302 is mechanically coupled to the first pilotshaft 100, and the opposing second end of the second coupling rod 302 ismechanically coupled to the first co-pilot shaft 200 via respectivelinkages. As the pilot shafts 100, 102 and the co-pilot shafts 200, 202are mechanically coupled to one another by either the first or secondcoupling rods 300, 302, rotation in any one of the pilot shafts 100, 102provides for corresponding rotation in any one of the coupled co-pilotshafts 200, 202.

According to some embodiments, the aircraft control system 5 may furtherinclude a feel and centering unit 138. As shown in FIG. 1, the feel andcentering unit 138 may be mechanically coupled to the first pilot shaft100. The feel and centering unit 138 may be configured to provide acounterforce that progressively resists the rotation of the first pilotshaft 100 from a null or registration position as a force is applied tothe pilot and/or co-pilot flight deck controllers to rotate the firstpilot shaft 100 in either the clockwise or counterclockwise directions.Additionally, the registration position of the first pilot shaft 100 maycorrespond with the flight deck controllers being disposed in a null orregistration position. In some aspects, the aircraft control system 5may include a pilot feel and centering unit 138 mechanically coupled tothe first pilot shaft 100 and an co-pilot feel and centering unit 238mechanically coupled to the first co-pilot shaft 200.

Referring back to FIG. 1, the aircraft control system 5 is configured tocontrol angular displacement (i.e., roll) of the aircraft about alongitudinal axis defined thereby that extends from the nose to the tailof the aircraft. In particular, the pilot wheel flight deck controller106 and the co-pilot wheel flight deck controller 206 are mechanicallycoupled to the first pilot and co-pilot shafts 100, 200 respectively. Insome aspects, the pilot wheel flight deck controller 106 may bemechanically coupled to the first pilot shaft 100 via a pilot wheelpulley 112. The pilot flight control system P may also include anendless cable 114 that is guided by the pilot wheel pulley 112 and asecond pulley 116 associated with the pilot wheel flight deck controller106. The second pulley 116 may be configured to rotate correspondinglywith the pilot wheel flight deck controller 106 in both of the clockwiseand counterclockwise directions. Rotation of the pilot wheel pulley 112about the longitudinal axis L1 of the first pilot shaft 100 provides forthe pilot wheel flight deck controller 106 to rotate correspondingly viathe endless cable 114 and the pulley 116 associated with the pilot wheelflight deck controller 106.

According to some aspects, the first pilot shaft 100 extends through thecenter of the pilot wheel pulley 112, and the pilot wheel pulley 112 maybe rotatable about the first pilot shaft 100. Additionally, the pilotwheel pulley 112 may define an arcuate slot 118 proximate a peripheralportion of the pilot wheel pulley 112.

According to some aspects, the pilot flight control system P may includea pilot flight data recorder linkage 120 having a first end securelyattached to the pilot wheel pulley 112 and/or endless cable 114. Thepilot flight data recorder linkage 120 may also extend substantiallyradially from the first pilot shaft 100 and may extend from the firstend, which is securely attached to the pilot wheel pulley 112 and/orendless cable 114, to an opposing second end that is directly coupled toa first end of a pilot flight data recorder force transducer 122.

In some aspects, the pilot flight control system may include a pilotforce transducer linkage 124. Like the pilot wheel pulley 112, the pilotforce transducer linkage 124 is also rotatable about the first pilotshaft 100. Additionally, the pilot force transducer linkage 124 may alsodefine an arcuate slot 128 (e.g., a kidney slot) that is aligned withthe arcuate slot 118 of the pilot wheel pulley 112 along a directionparallel to the first pilot shaft 100. For example, the pilot forcetransducer linkage 124 may be axially displaced from the pilot wheelpulley 112 along the first pilot shaft 100 such that the arcuate slot128 of the pilot force transducer linkage 124 is aligned with thearcuate slot 118 of the pilot wheel pulley 112 along a directionparallel to the first pilot shaft 100. In some aspects, a second end ofthe pilot flight data recorder force transducer 122 is coupled to apilot force transducer linkage 124.

As previously mentioned, the pilot wheel pulley 112 and the pilot forcetransducer linkage 124 are both rotatable about the first pilot shaft100. The coupling of the pilot flight data recorder force transducer 122to the pilot flight data recorder linkage 120 at a first end and to thepilot force transducer linkage 124 at the opposing second end providesfor the pilot wheel pulley 112 and the pilot force transducer linkage124 to correspondingly rotate about the first pilot shaft 100. Accordingto some aspects, the pilot force transducer linkage 124 may also bemechanically coupled to a bank angle protection force transducer 126. Inparticular, a first end of the bank angle protection (BAP) forcetransducer 126 may be securely attached to the pilot force transducerlinkage 124. The BAP force transducer 126 may also be configured as aLVDT like the pilot flight data recorder force transducer 122.

An opposing second end of the BAP force transducer 126 may be securelyattached to a first pilot deadzone linkage 130. According to someaspects, the pilot flight control system P may include a first pilotdeadzone linkage 130 and a second pilot deadzone linkage 134 that areboth non-rotatably attached to the first pilot shaft 100. Further, thefirst and second pilot deadzone linkages 130, 134 may extend radiallyfrom the first pilot shaft 100. In some aspects, each of the first andsecond pilot deadzone linkages 130, 134 may include a first and secondpilot deadzone engaging element 132, 136 respectively that extendstherefrom. In particular, the first pilot deadzone engaging element 132and the second pilot deadzone engaging element 136 may extend from thefirst pilot deadzone linkage 130 and the second pilot deadzone linkage134 respectively along a direction parallel to the longitudinal axis ofthe first pilot shaft 100.

Additionally, the first pilot deadzone linkage 130 may be axiallydisplaced from the pilot force transducer linkage 124 along the firstpilot shaft 100. The second pilot deadzone linkage 134 may also beaxially displaced along the first pilot shaft 100 from the pilot wheelpulley 112. According to some aspects, the first pilot deadzone engagingelement 132 may extend from the first pilot deadzone linkage 130 along adirection parallel to the longitudinal axis L1 of the first pilot shaft100 and through the arcuate slot 128 of the pilot force transducerlinkage 124. Further, the second pilot engaging element 136 may extendfrom the second pilot deadzone linkage 134 along a direction parallel tothe longitudinal axis L1 of the first pilot shaft 100 and through thearcuate slot 118 of the pilot wheel pulley 112. As the arcuate slots118, 128 of the pilot wheel pulley 112 and the pilot force transducerlinkage 124 are aligned with one another, the first and second deadzoneengaging elements 132, 136 may be coaxially aligned.

Accordingly, as the first pilot deadzone linkage 132 is non-rotatablyattached to the first pilot shaft 100, rotation of the first pilot shaft100 provides for the first pilot deadzone engaging element 132 to orbitthe first pilot shaft 100 in a direction corresponding with the rotationof the first pilot shaft 100 Likewise, as the second pilot deadzonelinkage 134 is also non-rotatably attached to the first pilot shaft 100,rotation of the first pilot shaft 100 provides for the second pilotdeadzone engaging element 136 to orbit the first pilot shaft 100 in adirection corresponding with the rotation of the first pilot shaft 100.In some aspects, the first pilot deadzone engaging element 132 orbitingthe first pilot shaft 100 may provide for the first pilot deadzoneengaging element 132 to engage and/or contact an end of the arcuate slot128 defined by the pilot force transducer linkage 124. Additionally, therotation of the first pilot shaft 100 may provide for the second pilotdeadzone engaging element 136 to orbit the first pilot shaft 100 and toengage and/or contact an end of the arcuate slot 118 defined by thepilot wheel pulley 112.

Likewise, the co-pilot flight control system A may include an co-pilotwheel pulley 212 that is mechanically coupled to the co-pilot wheelflight deck controller 206. Additionally, the co-pilot wheel flight deckcontroller 206 may be mechanically coupled via the co-pilot wheel pulley212. Further, the co-pilot flight control system A includes an endlesscable 214 that is guided by the co-pilot wheel pulley 212 and a secondpulley 216 associated with the co-pilot wheel flight deck controller206. The second pulley 216 may be configured to rotate correspondinglywith the co-pilot wheel flight deck controller 206 in both the clockwiseor counterclockwise directions. As discussed herein, rotation of theco-pilot wheel pulley 212 about the longitudinal axis L3 of the firstco-pilot shaft 200 provides for the co-pilot wheel flight deckcontroller 206 to rotate correspondingly via the endless cable 214 andthe second pulley 216 associated with the co-pilot wheel flight deckcontroller 206.

As the first pilot shaft 100 extends through the center of the pilotwheel pulley 112, the first co-pilot shaft 200 extends through thecenter of the co-pilot wheel pulley 212. Additionally, the co-pilotwheel pulley 212 may be rotatable about the first co-pilot shaft 200. Insome aspects, the co-pilot wheel pulley 212 may define an arcuate slot218 proximate a peripheral portion of the co-pilot wheel pulley 212.

According to some aspects, the co-pilot flight control system A mayinclude an co-pilot flight data recorder linkage 220 having a first endsecurely attached to the co-pilot wheel pulley 212 and/or the endlesscable 214. The co-pilot flight data recorder linkage 220 may also extendradially from the first co-pilot shaft 200 and the first end, which issecurely attached to the co-pilot wheel pulley 212, to an opposingsecond end. The opposing second end of the co-pilot flight data recorderlinkage 220 may be coupled to a first end of an co-pilot flight datarecorder force transducer 222.

In some aspects, the co-pilot flight control system A may include anco-pilot force transducer linkage 224. Like the co-pilot wheel pulley212, the co-pilot force transducer linkage 224 may also be rotatableabout the first co-pilot shaft 200. Additionally, the co-pilot forcetransducer linkage 224 may also define an arcuate slot 228 that isaligned with the arcuate slot 218 of the co-pilot wheel pulley 212 alonga direction parallel to the longitudinal axis L3 of the first co-pilotshaft 200. For example, the co-pilot force transducer linkage 224 may beaxially displaced from the co-pilot wheel pulley 212 along the firstco-pilot shaft 200 such that the arcuate slot 228 of the co-pilot forcetransducer linkage 224 is aligned with the arcuate slot 218 of theco-pilot wheel pulley 212 along a direction parallel to the longitudinalaxis L3 of the first co-pilot shaft 200.

Additionally, a second end of the co-pilot flight data recorder forcetransducer 222, which is opposed to the first end that is mechanicallycoupled to the co-pilot flight data recorder linkage 220, may be coupledto the co-pilot force transducer linkage 224. As previously mentioned,the co-pilot wheel pulley 212 and the co-pilot force transducer linkage224 are both rotatable about the first co-pilot shaft 200. In someaspects, the mechanical coupling of the co-pilot flight data recorderforce transducer 222 to the co-pilot force transducer linkage 224 andthe co-pilot flight data recorder linkage 220 provides for the co-pilotwheel pulley 212 and the co-pilot force transducer linkage 224 tocorrespondingly rotate about the first co-pilot shaft 200. Inparticular, the co-pilot flight data recorder linkage 220 being securelyattached to the co-pilot wheel pulley 212 at a first end and beingmechanically coupled to the co-pilot flight data recorder forcetransducer 222 at the opposing second end provides for a rotation of theco-pilot wheel pulley 212 about the first co-pilot shaft 200 totranslate to the co-pilot force transducer linkage 224 via the co-pilotflight data recorder force transducer 222.

According to some aspects, the co-pilot flight control system A mayinclude a first co-pilot deadzone linkage 230 and a second co-pilotdeadzone linkage 234 that are both non-rotatably attached to the firstco-pilot shaft 200. Further, the first and second co-pilot deadzonelinkages 230, 234 may extend radially from the first co-pilot shaft 200.In some aspects, each of the first and second co-pilot deadzone linkages230, 234 may include a first and second co-pilot deadzone engagingelement 232, 236 respectively that extends therefrom. In particular, thefirst co-pilot deadzone engaging element 232 may extend from the firstco-pilot deadzone linkage 230, and the second co-pilot deadzone engagingelement 236 may extend from the second co-pilot deadzone linkage 234along a direction parallel to the longitudinal axis L3 of the firstco-pilot shaft 200.

Additionally, the first co-pilot deadzone linkage 230 may be axiallydisplaced from the co-pilot force transducer linkage 224 along the firstco-pilot shaft 200. The second co-pilot deadzone linkage 234 may also beaxially displaced along the first co-pilot shaft 200 from the co-pilotwheel pulley 212. According to some aspects, the first co-pilot deadzoneengaging element 232 may extend from the first co-pilot deadzone linkage230 along a direction parallel to the longitudinal axis L3 of the firstco-pilot shaft 200 and through the arcuate slot 228 of the co-pilotforce transducer linkage 224. Further, the second co-pilot engagingelement 236 may extend from the second co-pilot deadzone linkage 234along a direction parallel to the longitudinal axis L3 of the firstco-pilot shaft 200 and through the arcuate slot 218 of the co-pilotwheel pulley 212. As the arcuate slots 218, 228 of the co-pilot wheelpulley 212 and the co-pilot force transducer linkage 224 are alignedwith one another, the first and second co-pilot deadzone engagingelements 232, 236 may also be aligned with one another. In some aspects,the first and second co-pilot deadzone engaging elements 232, 236 may becoaxially aligned with one another.

Accordingly, as the first co-pilot deadzone linkage 230 is non-rotatablyattached to the first co-pilot shaft 200, rotation of the first co-pilotshaft 200 causes the first co-pilot deadzone engaging element 232 toorbit the first co-pilot shaft 200 in a direction corresponding with therotation of the first co-pilot shaft 200. Likewise, as the secondco-pilot deadzone linkage 234 is also non-rotatably attached to thefirst co-pilot shaft 200, rotation of the first co-pilot shaft 200causes the second co-pilot deadzone engaging element 236 to orbit thefirst co-pilot shaft 200 in a direction corresponding with the rotationof the first co-pilot shaft 200. In some aspects, as the first co-pilotdeadzone engaging element 232 orbits the first co-pilot shaft 200, thefirst co-pilot deadzone engaging element 232 may engage and/or contactan end of the arcuate slot 228 defined by the co-pilot force transducerlinkage 224. Additionally, the rotation of the first co-pilot shaft 200may cause for the second co-pilot deadzone engaging element 236 to orbitthe first co-pilot shaft 200 and to engage and/or contact an end of thearcuate slot 218 defined by the co-pilot wheel pulley 212.

The pilot and co-pilot flight control systems P, A may also include atleast one connecting link that causes rotation of one of the firstshafts 100, 200 of the pilot and co-pilot flight control systems tocorrespondingly rotate the respective second shaft 200, 202. When thefirst pilot shaft 100 rotates about its longitudinal axis L1, the firstpilot connecting rod 104 causes the second pilot shaft 102 tocorrespondingly rotate about its longitudinal axis L2. Accordingly, thepilot transducers 108A, 108B associated with the first pilot shaft 100provide an electrical signal to the flight control unit that correspondswith the electrical signal provided by the pilot transducers 110A, 110Bassociated with the second pilot shaft 102. Likewise, when the firstco-pilot shaft 200 rotates about its longitudinal axis L3, the firstco-pilot connecting rod 204 causes the second co-pilot shaft 202 tocorrespondingly rotate about its longitudinal axis L4. As such, theco-pilot transducers 208A, 208B associated with the first co-pilot shaft200 provide an electrical signal to the flight control unit thatcorresponds with the electrical signal provided by the co-pilottransducers 210A, 210B associated with the second co-pilot shaft 202.

In the event that the pilot flight data recorder force transducer 122becomes decoupled from the pilot flight data recorder linkage 120 or thepilot force transducer linkage 124, the pilot may experience a loss infidelity when providing an input force to the pilot wheel flight deckcontroller 106. In particular, the pilot rotates the pilot wheel flightdeck controller 106 thereby causing the pilot wheel pulley 112 to rotateabout the first pilot shaft 100 until an end of the arcuate slot 118engages the second pilot deadzone engaging element 136. Once an end ofthe arcuate slot 118 engages the second pilot deadzone engaging element136, the first pilot shaft 100 will then begin to rotate about thelongitudinal axis L1. The flight control unit will receive electricalsignals from each of the position transducers 108A, 108B, 110A, 110B,208A, 208B, 210A, 210B that corresponds with the rotation of therespective shafts 100, 102, 200, 202 that are substantially equal to oneanother. However, the flight control unit will also receive anelectrical signal from the pilot flight data recorder force transducer122 indicating that the pilot flight data recorder force transducer 122has become decoupled, and the flight control unit will generate anelectrical signal that corresponds to a corrected control command tooperate to the respective aircraft flight control surfaces.

Likewise, should the co-pilot flight data recorder force transducer 222become decoupled from either of the co-pilot flight data recorderlinkage 220 and/or the co-pilot force transducer linkage 224, thecopilot will experience a loss in fidelity when providing an input forceto the co-pilot wheel flight deck controller 206. The copilot rotatesthe co-pilot wheel flight deck controller 206 thereby causing theco-pilot wheel pulley 212 to rotate about the first co-pilot shaft 200until an end of the arcuate slot 218 engages the second co-pilotdeadzone engaging element 236. Once an end of the arcuate slot 218engages the second co-pilot deadzone engaging element 236, the firstco-pilot shaft 200 will then begin to rotate about the longitudinal axisL3. The flight control unit will receive electrical signals from each ofthe position transducers 108A, 108B, 110A, 110B, 208A, 208B, 210A, 210Bthat corresponds with the rotation of the respective shafts 100, 102,200, 202 that are substantially equal to one another. However, theflight control unit will also receive an electrical signal from theco-pilot flight data recorder force transducer 222 indicating that theco-pilot flight data recorder force transducer 222 has become decoupled,and the flight control unit will generate an electrical signal thatcorresponds to a corrected control command to operate to the respectiveaircraft flight control surfaces.

In the event that the BAP force transducer 126 becomes decoupled fromthe pilot force transducer linkage 124 and/or the first pilot deadzonelinkage 130, the pilot may experience a loss in fidelity when providingan input force to the pilot wheel flight deck controller 106. Inparticular, the pilot rotates the pilot wheel flight deck controller 106thereby causing the pilot wheel pulley 112 to rotate. Rotation of thepilot wheel pulley 112 causes the flight data recorder linkage 120,which is mechanically coupled to a first end of the pilot flight datarecorder force transducer 122, to rotate. The opposing second end of thepilot flight data recorder force transducer 122 is mechanically coupledto the pilot force transducer linkage 124, and thus the rotation of thepilot wheel pulley is translated to the pilot force transducer linkage124 via the respective couplings. The pilot force transducer linkage 124will rotate about the first pilot shaft 100 until an end of the arcuateslot 128 engages the first pilot deadzone engaging element 136, therebycausing the first pilot shaft 100 to rotate about its longitudinal axisL1. The flight control unit will receive electrical signals from each ofthe position transducers 108A, 108B, 110A, 110B, 208A, 208B, 210A, 210Bthat corresponds with the rotation of the respective shafts 100, 102,200, 202 that are substantially equal to one another. However, theflight control unit will also receive an electrical signal from the BAPforce transducer 126 indicating that the BAP force transducer 122 hasbecome decoupled, and the flight control unit will generate anelectrical signal that corresponds to a corrected control command tooperate to the respective aircraft flight control surfaces.

Should the first pilot shaft 100 fail by, for example, shearing intoseparate pieces, the first pilot shaft 100 may become unresponsive toany input force and will cease to rotate about the longitudinal axis L1.Consequently, the position transducers 108A, 108B mechanically coupledto the first pilot shaft 100 will provide an electrical signal to theflight control unit that differs from the electrical signals provided tothe flight control unit by the other position transducers 110A, 110B,208A, 208B, 210A, 210B mechanically coupled to the respective secondpilot shaft 102, first co-pilot shaft 200, and second co-pilot shaft202. The co-pilot may still control the aircraft by rotating theco-pilot wheel flight deck controller 206. In particular, the copilotrotates the co-pilot wheel flight deck controller 206 thereby causingthe co-pilot wheel pulley 212 to rotate about the first co-pilot shaft200 until an end of the arcuate slot 218 engages the second co-pilotdeadzone engaging element 236. Once an end of the arcuate slot 218engages the second co-pilot deadzone engaging element 236, the firstco-pilot shaft 200 will then begin to rotate about the longitudinal axisL3. Rotation of the first co-pilot shaft 200 will cause the firstco-pilot connecting rod 204 to rotate the second co-pilot shaft 202.Additionally, rotation of the second co-pilot shaft 202 will cause thefirst coupling rod 300 to correspondingly rotate the second pilot shaft102. Accordingly, the position transducers 110A, 110B, 208A, 208B, 210A,210B mechanically coupled to the respective second pilot shaft 102,first co-pilot shaft 200, and second co-pilot shaft 202 will provide anelectrical signal to the flight control unit that indicates therespective shafts are rotating in a corresponding manner, while theposition transducers 108A, 108B coupled to the first pilot shaft 100will provide an electrical signal that indicates that the first pilotshaft 100 has failed (i.e., the first pilot shaft 100 is not rotating).In response, the flight control unit may be configured to communicatethe electrical signals from the operational position transducer 110A,110B, 208A, 208B, 210A, 210B to the respective aircraft flight controlsurfaces to compensate for the detected failure. In another aspect, theflight control unit may determine that the electrical signals generatedby the position transducers 108A, 108B associated with the first pilotshaft 100 do not correspond with the electrical signals generated by theother position transducers 110A, 110B, 208A, 208B, 210A, 210B, and theflight control unit may be configured to generate an electrical signalthat corresponds to a corrected control command to operate therespective aircraft control surfaces.

Likewise, if the first co-pilot shaft 200 were to fail, for example, byshearing into separate pieces, the position transducers 208A, 208Bassociated with the first co-pilot shaft 200 will communicate anelectrical signal to the flight control unit that differs from theelectrical signals provided to the flight control unit by the otherposition transducers 108A, 108B, 110A, 110B, 210A, 210B mechanicallycoupled to the respective first pilot shaft 100, second pilot shaft 102,and second co-pilot shaft 202. In particular, the position transducers108A, 108B, 110A, 110B, 210A, 210B mechanically coupled to therespective first pilot shaft 100, second pilot shaft 102, and secondco-pilot shaft 202 will communicate an electrical signal to the flightcontrol unit that indicates the respective shafts are rotating in acorresponding manner, while the position transducers 208A, 208B coupledto the first co-pilot shaft 200 will provide an electrical signal thatindicates that the first co-pilot shaft 200 has failed (i.e., the firstco-pilot shaft 200 is not rotating). In response, the flight controlunit may be configured to communicate the electrical signals from theoperational position transducer 108A, 108B, 110A, 110B, 210A, 210B tothe respective aircraft flight control surfaces to compensate for thedetected failure. In another aspect, the flight control unit maydetermine that the electrical signals generated by the positiontransducers 208A, 208B associated with the first co-pilot shaft 200 donot correspond with the electrical signals generated by the otherposition transducers 108A, 108B, 110A, 110B, 210A, 210B, and the flightcontrol unit may be configured to generate an electrical signal thatcorresponds to a corrected control command to operate the respectiveaircraft control surfaces.

In the event that the first pilot connecting rod 104 becomes decoupled,the position transducers 108A, 108B mechanically coupled to the firstpilot shaft 100 may communicate an electrical signal to the flightcontrol unit that indicates the first pilot shaft 100 is not rotating ina corresponding manner with the second pilot shaft 102, the firstco-pilot shaft 200, and/or the second co-pilot shaft 202. Accordingly,the pilot may provide an input to the pilot wheel flight deck controller106 that causes the first pilot shaft 100 to rotate about thelongitudinal axis L1, thereby causing the position transducers 108A,108B coupled to the first pilot shaft 100 to communicate an electricalsignal to the flight control unit corresponding to the rotation of thefirst pilot shaft 100. With the decoupling of the first pilot connectingrod 104, the second pilot shaft 102 will not correspondingly rotate withrespect to the first pilot shaft 100. Rather, the rotation of the firstpilot shaft 100 will cause the second coupling rod 302 to rotate theco-pilot force transducer linkage 224 about the first co-pilot shaft 200until an end of the arcuate slot 228 defined by the co-pilot forcetransducer linkage 224 engages the first co-pilot deadzone engagingelement 232. After the first co-pilot deadzone engaging element 232engages an end of the arcuate slot 228, the first co-pilot shaft 200will then begin to rotate about its longitudinal axis L3. Accordingly,the position transducers 208A, 208B will provide an electrical signal tothe flight control unit that corresponds with the rotation of the firstco-pilot shaft 200, which is offset from the rotation of the first pilotshaft 100. The flight control unit thereby determines that the midpointvalues of the position transducers 108A, 108B, 110A, 110B of the pilotflight control system P are not equivalent to one another, and theflight control unit may be configured to generate an electrical signalthat corresponds to a corrected control command to operate therespective aircraft control surfaces.

Likewise, if the first co-pilot connecting rod 204 were to becomedecoupled, the position transducers 208A, 208B mechanically coupled tothe first co-pilot shaft 200 may communicate an electrical signal to theflight control unit that indicates the first co-pilot shaft 200 is notrotating in a corresponding manner with the second co-pilot shaft 202,the first pilot shaft 100, and/or the second pilot shaft 102. That is,the position transducers 210A, 210B, 108A, 108B, 110A, 110B associatedwith the respective second co-pilot shaft 202, first pilot shaft 100,and second pilot shaft 102 will communicate an electrical signal to theflight control unit that indicates the respective second co-pilot shaft202, first pilot shaft 100, and second pilot shaft 102 are rotatingdifferently from the first co-pilot shaft 200. In particular, rotationof the first pilot shaft 100 will cause the first pilot connecting rod104 to correspondingly rotate the second pilot shaft 102. Additionally,the second pilot shaft 102 being mechanically coupled to the secondco-pilot shaft 202 through the first coupling rod 300 will cause thesecond co-pilot shaft 202 to rotate in a corresponding manner withrespect to the second pilot shaft 102. Further, the rotation of thefirst pilot shaft 100 will cause the second coupling rod 302 to rotatethe co-pilot force transducer linkage 224 about the first co-pilot shaft200 until an end of the arcuate slot 228 defined by the co-pilot forcetransducer linkage 224 engages the first co-pilot deadzone engagingelement 232. After the first co-pilot deadzone engaging element 232engages an end of the arcuate slot 228, the first co-pilot shaft 200will then begin to rotate about its longitudinal axis L3. Accordingly,the position transducers 208A, 208B will provide an electrical signal tothe flight control unit that corresponds with the rotation of the firstco-pilot shaft 200, which is offset from the rotation of the first pilotshaft 100. The flight control unit thereby determines that the midpointvalues of the co-pilot position transducers 208A, 208B, 210A, 210B ofthe co-pilot flight control system A are not equivalent to one another,and the flight control unit may be configured to generate an electricalsignal that corresponds to a corrected control command to operate therespective aircraft control surfaces.

In the event that the second pilot shaft 102 fails, for example, byshearing into separate pieces, the position transducers 110A, 110Bmechanically coupled to the second pilot shaft 102 may communicate anelectrical signal to the flight control unit that differs from theelectrical signals provided to the flight control unit by the otherposition transducers 108A, 108B, 208A, 208B, 210A, 210B mechanicallycoupled to the respective first pilot shaft 100, first co-pilot shaft200, and second co-pilot shaft 202. For example, as the first pilotshaft 100 rotates about the longitudinal axis L1, the second couplingrod 302 causes the co-pilot force transducer linkage 224 to rotate aboutthe first co-pilot shaft 200 until an end of the arcuate slot 228defined by the co-pilot force transducer linkage 224 engages the firstco-pilot deadzone engaging element 232. After the first co-pilotdeadzone engaging element 232 engages an end of the arcuate slot 228,the first co-pilot shaft 200 will then begin to rotate about itslongitudinal axis L3. Subsequently, rotation of the first co-pilot shaft200 will cause the first co-pilot connecting rod 204 to correspondinglyrotate the second co-pilot shaft 202. Thus, the electrical signalsgenerated by the position transducers 108A, 108B associated with thefirst pilot shaft 100 will differ from the electrical signals generatedby the co-pilot position transducers 208A, 208B, 210A, 210B, and theposition transducers 108A, 108B associated with the first pilot shaft100 and the co-pilot position transducers 208A, 208B, 210A, 210B willall communicate electrical signals to the flight control unit thatdiffer from the electrical signals communicated by the positiontransducers 110A, 110B associated with the second pilot shaft 102. Inresponse to the detected failure, the flight control unit may beconfigured to generate and communicate an electrical signal to therespective aircraft control surfaces that corresponds to a correctedcontrol command.

Likewise, if failure of the second co-pilot shaft 202 were to occur, theposition transducers 210A, 210B mechanically coupled thereto maycommunicate an electrical signal to the flight control unit that differsfrom the electrical signals provided to the flight control unit by theother position transducers 108A, 108B, 110A, 110B, 208A, 208Bmechanically coupled to the respective first pilot shaft 100, secondpilot shaft 102, and first co-pilot shaft 200. For example, as the firstpilot shaft 100 rotates about the longitudinal axis L1, the secondcoupling rod 302 causes the co-pilot force transducer linkage 224 torotate about the first co-pilot shaft 200 until an end of the arcuateslot 228 defined by the co-pilot force transducer linkage 224 engagesthe first co-pilot deadzone engaging element 232. After the firstco-pilot deadzone engaging element 232 engages an end of the arcuateslot 228, the first co-pilot shaft 200 will then begin to rotate aboutits longitudinal axis L3. Additionally, as the first pilot shaft 100rotates about the longitudinal axis L1, the second pilot shaft 102 willrotate in a corresponding manner as the pilot shafts 100, 102 aremechanically coupled to one another by the first pilot connecting rod104. Thus, the electrical signals generated by the pilot positiontransducers 108A, 108B, 110A, 110B will differ from the electricalsignals generated by the position transducers 208A, 208B associated withthe first co-pilot shaft 200. In response to the detected failure, theflight control unit may be configured to communicate an electricalsignal to the respective aircraft control surfaces that corresponds to acorrected control command.

According to one possible scenario, the first coupling rod 300 maybecome decoupled from other components in the aircraft control system 5.In such a case, the position transducers 108A, 108B, 110A, 110Bassociated with the first and second pilot shafts 100, 102 willcommunicate electrical signals to the flight control unit that indicatethe shafts are rotating in a corresponding manner through the firstpilot connecting rod 104. Likewise, the co-pilot position transducers208A, 208B, 210A, 210B will communicate respective electrical signals tothe flight control unit that indicate the co-pilot shafts 200, 202 arerotating in a corresponding manner with respect to one another throughthe first co-pilot connecting rod 204. However, the failure of the firstcoupling rod 300 will cause the pilot position transducers 108A, 108B,110A, 110B to communicate electrical signals to the flight control unitthat differ from the electrical signals communicated by the co-pilotposition transducers 208A, 208B, 210A, 210B. In particular, rotation ofthe first pilot shaft 100 about the longitudinal axis L1 will cause thesecond coupling rod 302 to rotate the co-pilot force transducer linkage224 about the first co-pilot shaft 200 until an end of the arcuate slot228 defined by the co-pilot force transducer linkage 224 engages thefirst co-pilot deadzone engaging element 232. After the first co-pilotdeadzone engaging element 232 engages an end of the arcuate slot 228,the first co-pilot shaft 200 will then begin to rotate about itslongitudinal axis L3. The second co-pilot shaft 202 will rotate in acorresponding manner with respect to the first co-pilot shaft 200 as thefirst and second co-pilot shafts 200, 202 are directly and mechanicallycoupled to one another through the first co-pilot connecting rod 204.Thus, the electrical signals generated by the pilot position transducers108A, 108B, 110A, 110B will differ from the electrical signals generatedby the co-pilot position transducers 208A, 208B, 210A, 210B. In responseto the detected failure, the flight control unit may be configured tocommunicate an electrical signal to the respective aircraft controlsurfaces that corresponds to a corrected control command.

In another possible scenario, the second coupling rod 302 may becomedecoupled from other components in the aircraft control system 5. Forexample, when the second coupling rod 302 fails and/or becomes decoupledwhile the aircraft is flying, the flight control unit will receiveelectrical signals from each of the position transducers 108A, 108B,110A, 110B, 208A, 208B, 210A, 210B that corresponds with the rotation ofthe respective shafts 100, 102, 200, 202 that are substantially equal toone another. However, when the aircraft has landed and/or prior totakeoff, the pilot and/or copilot may perform a post-flight and/orpre-flight check, which may include providing opposite inputs to thepilot wheel flight deck controller 106 and the co-pilot wheel flightdeck controller 206. The pilot and co-pilot flight data recorder forcetransducers 122, 222 may be configured to provide an electrical signalto the flight control unit corresponding to the opposing input forcesprovided to the respective pilot wheel flight deck controller 106 andthe co-pilot wheel flight deck controller 206. Under normal operatingconditions, the second coupling rod 302 will resist the opposing inputforces, and the flight data recorder force transducers 122, 222 willcommunicate an electrical signal to the flight control unit indicatingas such. However, when the second coupling rod 302 has failed, theflight data recorder force transducers 122, 222 will communicate anelectrical signal to the flight control unit that corresponds with thesecond coupling rod 302 providing subthreshold resistance to theopposing input forces to the respective wheel flight deck controllers106, 206, and in response, the flight control unit may communicate anelectrical signal indicating such failure to a control panel.

Referring to FIG. 2, the pilot and co-pilot flight control systems P, Amay also include a pilot pedal flight deck controller 144 and anco-pilot pedal flight deck controller 244. Additionally, the aircraftcontrol system 5 may include a pilot jackshaft assembly 140 and anco-pilot jackshaft assembly 240. Each jackshaft assembly 140, 240 mayinclude a jackshaft 142, 242 respectively. Each of the jackshafts 142,242 may be configured to rotate about a longitudinal axis Y1, Y2 definedby the pilot and co-pilot jackshafts 142, 242 respectively. Inparticular, the pilot jackshaft 142 may rotate about its longitudinalaxis VI in response to a force exerted on the pilot pedal flight deckcontroller 144 Likewise, the co-pilot jackshaft 242 may rotate about itslongitudinal axis Y2 in response to a force exerted on the co-pilotpedal flight deck controller 244.

A first pilot connecting rod 104A may have a first end mechanicallycoupled to the first pilot shaft 100 and an opposing second endmechanically coupled to the pilot jackshaft 142. According to someaspects, a second pilot connecting rod 104B may include a first endmechanically coupled to the second pilot shaft 102 and an opposingsecond end mechanically coupled to the pilot jackshaft 142. Likewise,the co-pilot flight control system A may include a first co-pilotconnecting rod 204A and a second co-pilot connecting rod 204B. The firstco-pilot connecting rod 204A may include a first end mechanicallycoupled to the first co-pilot shaft 200 and an opposing second endmechanically coupled to the co-pilot jackshaft 242. The second co-pilotconnecting rod 204B may include a first end mechanically coupled to thesecond co-pilot shaft 202 and an opposing second end mechanicallycoupled to the co-pilot jackshaft 242. As such, when the pilot jackshaft142 rotates about its longitudinal axis Y1, the first and second pilotconnecting rods 104A, 104B are displaced accordingly and cause the firstand second pilot shafts 100, 102 to rotate about their respectivelongitudinal axis L1, L2. Likewise, rotation of the co-pilot jackshaft242 about its longitudinal axis Y2 displaces the first and secondco-pilot connecting rods 204A, 204B such that the first co-pilot shaft200 rotates about its longitudinal axis L3 and the second co-pilot shaft202 rotates correspondingly about its longitudinal axis L4.

Additionally, the first coupling rod 300 may have a first endmechanically coupled to the pilot jackshaft 142 and an opposing secondend of the first coupling rod 300 may be mechanically coupled to theco-pilot jackshaft 242. According to some aspects, the aircraft controlsystem may include a second coupling rod 302 that includes a first endmechanically coupled to the pilot jackshaft 142. An opposing second endof the second coupling rod may be mechanically coupled to the co-pilotjackshaft 242. As such, rotation of the pilot jackshaft 142 about itslongitudinal axis Y1 may cause either of the first and second couplingrods 300, 302 to displace and cause the co-pilot jackshaft 242 tocorrespondingly rotate about its longitudinal axis Y2. Likewise,rotation of the co-pilot jackshaft 242 about its longitudinal axis Y2may cause either of the first and second coupling rods 300, 302 todisplace and cause the pilot jackshaft 142 to correspondingly rotateabout its longitudinal axis Y1.

The pilot and co-pilot flight control systems P, A include a pluralityof position transducers 108, 110, 208, 210 mechanically coupled to thefirst pilot shaft 100, second pilot shaft 102, first co-pilot shaft 200,and second co-pilot shaft 202 respectively. The position transducers108, 110, 208, 210 are configured to generate an electrical signalcorresponding to the rotation of the respective first pilot shaft 100,second pilot shaft 102, first co-pilot shaft 200, and second co-pilotshaft 202. Additionally, the position transducers 108, 110, 208, 210 areconfigured to communicate the electrical signal to the flight controlunit.

In one possible scenario, the pilot flight data recorder forcetransducer 122 may become decoupled from the pilot jackshaft 142 and/orthe pilot pedal flight deck controller 144. When the pilot flight datarecorder force transducer 122 becomes decoupled from either of the pilotjackshaft 142 and/or the pilot pedal flight deck controller 144, thepilot may experience a loss in fidelity when providing an input force tothe pilot pedal flight deck controller 144. The flight control unit willreceive electrical signals from each of the position transducers 108,110, 208, 210 corresponding with the rotation of the respective shafts100, 102, 200, 202 that are substantially equal to one another. However,the flight control unit will also receive an electrical signal from thepilot flight data recorder force transducer 122 indicating that thepilot flight data recorder force transducer 122 has become decoupled,and the flight control unit may communicate an electrical signal to therespective aircraft control surfaces that corresponds to a correctedcontrol command.

Likewise, if the co-pilot flight data recorder force transducer 222 wereto become decoupled from either of the co-pilot jackshaft 242 and/or theco-pilot pedal flight deck controller 244, the copilot will experience aloss in fidelity when providing an input force to the co-pilot pedalflight deck controller 244. The flight control unit will receiveelectrical signals from each of the position transducers 108, 110, 208,210 corresponding with the rotation of the respective shafts 100, 102,200, 202 that are substantially equal to one another. However, theflight control unit will also receive an electrical signal from theco-pilot flight data recorder force transducer 222 indicating that theco-pilot flight data recorder force transducer 222 has become decoupled,and the flight control unit may be configured to communicate anelectrical signal to the respective aircraft control surfaces thatcorresponds to a corrected control command.

In yet another possible scenario, the first pilot shaft 100 may fail by,for example, shearing into separate pieces. Additionally oralternatively, the first pilot connecting rod 104A may fail and/orbecome decoupled from the first pilot shaft 100. In either possiblefailure mode, the first pilot shaft 100 will become unresponsive to anyrotation of the pilot jackshaft 142, and the first pilot shaft 100 willcease to rotate about the longitudinal axis L1. Consequently, theposition transducer 108 mechanically coupled to the first pilot shaft100 will communicate an electrical signal to the flight control unitthat differs from the electrical signals provided to the flight controlunit by the other position transducers 110, 208, 210 mechanicallycoupled to the respective second pilot shaft 102, first co-pilot shaft200, and second co-pilot shaft 202. In response, the flight control unitmay be configured to communicate the electrical signals from theoperational position transducer 110, 208, 210 to the respective aircraftflight control surfaces to compensate for the detected failure. Inanother aspect, the flight control unit thereby determines that theelectrical signal communicated by the position transducer 108mechanically coupled to the first pilot shaft 100 does not correspondwith the electrical signals communicated by the other positiontransducers 110, 208, 210, and the flight control unit may be configuredto communicate an electrical signal that corresponds to a correctedcontrol command to operate the respective aircraft control surfaces.

Likewise, if the first co-pilot shaft 200 and/or the first co-pilotconnecting rod 204A were to fail and/or become decoupled, the positiontransducer 208 mechanically coupled to the first co-pilot shaft 200 willcommunicate an electrical signal to the flight control unit that differsfrom the electrical signals communicated to the flight control unit bythe other position transducers 108, 110, 210 mechanically coupled to therespective first pilot shaft 100, second pilot shaft 102, and secondco-pilot shaft 202. When either the first co-pilot shaft 200 and/or thefirst co-pilot connecting rod 204A fails, the first co-pilot shaft 200will become unresponsive to any rotation of the co-pilot jackshaft 242,and the first co-pilot shaft 200 will cease to rotate about thelongitudinal axis L3. In particular, the position transducers 108, 110,210 mechanically coupled to the respective first pilot shaft 100, secondpilot shaft 102, and second co-pilot shaft 202 will communicate anelectrical signal to the flight control unit that indicates therespective shafts are rotating in a corresponding manner, while theposition transducer 208 coupled to the first co-pilot shaft 200 willprovide an electrical signal that indicates that the first co-pilotshaft 200 and/or the first co-pilot connecting rod 204A has failed. Inresponse, the flight control unit may be configured to communicate theelectrical signals from the operational position transducer 108, 110,210 to the respective aircraft flight control surfaces to compensate forthe detected failure. In another aspect, the flight control unit maydetermine that the electrical signal communicated by the positiontransducer 208 mechanically coupled to the first co-pilot shaft 200 doesnot correspond with the electrical signals communicated by the otherposition transducers 108, 110, 210, and the flight control unit may beconfigured to generate an electrical signal that corresponds to acorrected control command to operate the respective aircraft controlsurfaces.

According to another example scenario, the second pilot shaft 102 mayfail by, for example, shearing into separate pieces. Additionally oralternatively, the second pilot connecting rod 104B may fail and/orbecome decoupled from the second pilot shaft 200 and/or the pilotjackshaft 142. In either possible failure mode, the second pilot shaft102 will become unresponsive to any rotation of the pilot jackshaft 142,and the second pilot shaft 102 will cease to rotate about thelongitudinal axis L2. Consequently, the position transducer 110mechanically coupled to the second pilot shaft 102 will provide anelectrical signal to the flight control unit that differs from theelectrical signals provided to the flight control unit by the otherposition transducers 108, 208, 210 mechanically coupled to therespective first pilot shaft 100, first co-pilot shaft 200, and secondco-pilot shaft 202. In response, the flight control unit may beconfigured to communicate the electrical signals from the operationalposition transducers 108, 208, 210 to the respective aircraft flightcontrol surfaces to compensate for the detected failure. In anotheraspect, the flight control unit may determine that the electrical signalcommunicated by the position transducer 110 mechanically coupled to thesecond pilot shaft 102 does not correspond with the electrical signalscommunicated by the other position transducers 108, 208, 210, and theflight control unit may be configured to generate an electrical signalthat corresponds to a corrected control command to operate therespective aircraft control surfaces.

Likewise, should the second co-pilot shaft 200 and/or the secondco-pilot connecting rod 204B fail and/or become decoupled, the positiontransducer 210 mechanically coupled to the second co-pilot shaft 202will communicate an electrical signal to the flight control unit thatdiffers from the electrical signals provided to the flight control unitby the other position transducers 108, 110, 208 mechanically coupled tothe respective first pilot shaft 100, second pilot shaft 102, and firstco-pilot shaft 200. Should either the second co-pilot shaft 200 and/orthe second co-pilot connecting rod 204B fails, the second co-pilot shaft202 will become unresponsive to any rotation of the co-pilot jackshaft242, and the second co-pilot shaft 202 will cease to rotate about thelongitudinal axis L4. In particular, the position transducers 108, 110,208 mechanically coupled to the respective first pilot shaft 100, secondpilot shaft 102, and first co-pilot shaft 202 will communicate anelectrical signal to the flight control unit that indicates therespective shafts are rotating in a corresponding manner, while theposition transducer 210 coupled to the second co-pilot shaft 202 willprovide an electrical signal that indicates that the second co-pilotshaft 202 and/or the second co-pilot connecting rod 204B has failed. Inresponse, the flight control unit may be configured to communicate theelectrical signals from the operational position transducer 108, 110,208 to the respective aircraft flight control surfaces to compensate forthe detected failure. In another aspect, the flight control unit maydetermine that the electrical signal communicated by the positiontransducer 210 mechanically coupled to the second co-pilot shaft 202does not correspond with the electrical signals communicated by theother position transducers 108, 110, 208, and the flight control unitmay be configured to communicate an electrical signal that correspondsto a corrected control command to operate the respective aircraftcontrol surfaces.

In the event that the first coupling rod 300 becomes decoupled and/orfails, rotation of the pilot jackshaft 142 about its longitudinal axisY1 will cause the second coupling rod 302 to correspondingly rotate theco-pilot jackshaft 242 about its longitudinal axis Y2 Likewise, rotationof the co-pilot jackshaft 242 about its longitudinal axis Y2 will causethe second coupling rod 302 to correspondingly rotate the pilotjackshaft 142 about its longitudinal axis Y1. As such, failure of thefirst coupling rod 300 will still be mitigated by the second couplingrod 302 while the aircraft is in flight, and the pilot and co-pilotposition transducers 108, 110, 208, 210 mechanically coupled to therespective first and second shafts 100, 102, 200, 202 will communicateelectrical signals to the flight control unit that indicate the shafts100, 102, 200, 202 are rotating in a corresponding manner with respectto one another. Likewise, should the second coupling rod 302 were tofail and/or become decoupled from one or both of the pilot and co-pilotjackshafts 142, 242, the first coupling rod 300 will mitigate thefailure and the position transducers 108, 110, 208, 210 mechanicallycoupled to the respective first and second shafts 100, 102, 200, 202will communicate electrical signals to the flight control unit thatindicate the shafts 100, 102, 200, 202 are rotating in a correspondingmanner with respect to one another. However, when the aircraft haslanded and/or prior to takeoff, the pilot and/or copilot may perform apost-flight and/or pre-flight check, which may include providingopposite inputs to the pilot pedal flight deck controller 144 and theco-pilot pedal flight deck controller 244.

If either of the first and/or second coupling rods 300, 302 has becomedecoupled and/or failed, during the opposite input force test, the pilotposition transducers 108, 110 will communicate an electrical signal tothe flight control unit that differs from the electrical signalscommunicated by the co-pilot position transducers 208, 210. Further, theflight control unit may be configured to communicate an electricalsignal that corresponds to a corrected control command to operate therespective aircraft control surfaces.

Referring to FIG. 3, the pilot flight control system P and the co-pilotflight control system A may include a pilot column flight deckcontroller 150 and an co-pilot column flight deck controller 250 thatare each coupled to the respective first pilot and co-pilot shafts 100,200. In particular, a first end of a pilot flight data recorder forcetransducer 122 may be mechanically coupled to the pilot column flightdeck controller 150, and the opposing second end of the pilot flightdata recorder force transducer 122 may be mechanically coupled to thefirst pilot shaft 100. In some aspects, the opposing second end of thepilot flight data recorder force transducer 122 may be coupled to apilot feel and centering unit 138 that is mechanically coupled to thefirst pilot shaft 100 Likewise, an co-pilot flight data recorder forcetransducer 222 may include a first end mechanically coupled to theco-pilot column flight deck controller 250 and an opposing second endthat is mechanically coupled to an co-pilot feel and centering unit 238that is mechanically coupled to the first co-pilot shaft 200.

The pilot flight control system P includes a pair of first pilotposition transducers 108A, 108B mechanically coupled to the first pilotshaft 100. Likewise, the co-pilot flight control system A includes apair of position transducers 208A, 208B mechanically coupled to thefirst co-pilot shaft 200. The second pilot shaft 102 is mechanicallycoupled to a second pilot position transducer 110, and the secondco-pilot shaft 202 is mechanically coupled to a second co-pilot positiontransducer 210. The position transducers 108A, 108B, 110, 208A, 208B,210 are configured to generate an electrical signal corresponding to therotation of the respective first pilot shaft 100, second pilot shaft102, first co-pilot shaft 200, and second co-pilot shaft 202, and arefurther configured to communicate the respective electrical signals tothe flight control unit.

In one possible scenario, the pilot flight data recorder forcetransducer 122 may become decoupled from the first pilot shaft 100and/or the pilot column flight deck controller 150. When the pilotflight data recorder force transducer 122 becomes decoupled from eitherof the first pilot shaft 100 and/or the pilot column flight deckcontroller 150, the pilot may experience a loss in fidelity whenproviding an input force to the pilot column flight deck controller 150.In particular, the decoupling and/or failure of the pilot flight datarecorder force transducer 122 may cause the pilot column flight deckcontroller 150 to fall forward and become completely unresponsive. Theflight control unit will receive electrical signals from each of theposition transducers 108A, 108B, 110, 208A, 208B, 210 corresponding withthe rotation of the respective shafts 100, 102, 200, 202 that aresubstantially equal to one another. However, the flight control unitwill also receive an electrical signal from the pilot flight datarecorder force transducer 122 indicating that the pilot flight datarecorder force transducer 122 has become decoupled, and the flightcontrol unit may be configured to communicate an electrical signal thatcorresponds to a corrected control command to operate the respectiveaircraft control surfaces.

Likewise, should the co-pilot flight data recorder force transducer 222become decoupled from either of the first co-pilot shaft 200 and/or theco-pilot column flight deck controller 250, the copilot will experiencea loss in fidelity when providing an input force to the co-pilot columnflight deck controller 250. The flight control unit will receiveelectrical signals from each of the position transducers 108A, 108B,110, 208A, 208B, 210 corresponding with the rotation of the respectiveshafts 100, 102, 200, 202 that are substantially equal to one another.However, the flight control unit will also receive an electrical signalfrom the co-pilot flight data recorder force transducer 222 indicatingthat the co-pilot flight data recorder force transducer 222 has becomedecoupled, and the flight control unit may be configured to communicatean electrical signal that corresponds to a corrected control command tooperate the respective aircraft control surfaces.

In yet another example possible scenario, the first pilot shaft 100 mayfail by, for example, shearing into separate pieces. Thus, the firstpilot shaft 100 will become unresponsive to any input force and willcease to rotate about the longitudinal axis L1. In another possiblefailure mode, the pilot connecting rod 104 mechanically coupling thefirst pilot shaft 100 to the second pilot shaft 102 may fail and/orbecome decoupled at either end. In response to the failure of the firstpilot shaft 100 and/or the pilot connecting rod 104, the positiontransducers 108A, 108B mechanically coupled to the first pilot shaft 100will provide an electrical signal to the flight control unit thatdiffers from the electrical signals provided to the flight control unitby the other position transducers 110, 208A, 208B, 210 mechanicallycoupled to the respective second pilot shaft 102, first co-pilot shaft200, and second co-pilot shaft 202. The co-pilot may still control theaircraft with the co-pilot column flight deck controller 206.Accordingly, the position transducers 110, 208A, 208B, 210 mechanicallycoupled to the respective second pilot shaft 102, first co-pilot shaft200, and second co-pilot shaft 202 will provide an electrical signal tothe flight control unit that indicates the respective shafts arerotating in a corresponding manner, while the position transducers 108A,108B coupled to the first pilot shaft 100 will provide an electricalsignal that indicates that the first pilot shaft 100 has failed (i.e.,the first pilot shaft 100 is not rotating). In response, the flightcontrol unit may be configured to communicate the electrical signalsfrom the operational position transducer 110, 208A, 208B, 210 to therespective aircraft flight control surfaces to compensate for thedetected failure. In another aspect, the flight control unit maydetermine that the electrical signals generated by the positiontransducers 108A, 108B associated with the first pilot shaft 100 do notcorrespond with the electrical signals generated by the other positiontransducers 110, 208A, 208B, 210, and the flight control unit may beconfigured to communicate an electrical signal that corresponds to acorrected control command to operate the respective aircraft controlsurfaces.

Likewise, if the first co-pilot shaft 200 were to fail, the positiontransducers 208A, 208B associated with the first co-pilot shaft 200 willcommunicate an electrical signal to the flight control unit that differsfrom the electrical signals provided to the flight control unit by theother position transducers 108A, 108B, 110, 210 mechanically coupled tothe respective first pilot shaft 100, second pilot shaft 102, and secondco-pilot shaft 202. Additionally, the first co-pilot shaft 200 willbecome unresponsive to any input force provided to the co-pilot columnflight deck controller 250 and will cease to rotate about thelongitudinal axis L2. Additionally or alternatively, the co-pilotconnecting rod 204 mechanically coupling the first co-pilot shaft 200 tothe second co-pilot shaft 202 may fail and/or become decoupled at eitherend. In response to the failure of the first co-pilot shaft 200 and/orthe co-pilot connecting rod 204, the position transducers 108A, 108B,110, 210 mechanically coupled to the respective first pilot shaft 100,second pilot shaft 102, and second co-pilot shaft 202 will communicatean electrical signal to the flight control unit that indicates therespective shafts are rotating in a corresponding manner, while theposition transducers 208A, 208B coupled to the first co-pilot shaft 200will provide an electrical signal that indicates that the first co-pilotshaft 200 has failed (i.e., the first co-pilot shaft 200 is notrotating). In response, the flight control unit may be configured tocommunicate the electrical signals from the operational positiontransducer 108A, 108B, 110, 210 to the respective aircraft flightcontrol surfaces to compensate for the detected failure. In anotheraspect, the flight control unit may determine that the electricalsignals communicated by the position transducers 208A, 208B associatedwith the first co-pilot shaft 200 do not correspond with the electricalsignals generated by the other position transducers 108A, 108B, 110,210, and the flight control unit may be configured to communicate anelectrical signal that corresponds to a corrected control command tooperate the respective aircraft control surfaces.

In another possible scenario, the second pilot shaft 102 may fail, forexample, by shearing into separate pieces. In such an event, theposition transducer 110 mechanically coupled to the second pilot shaft102 may communicate an electrical signal to the flight control unit thatdiffers from the electrical signals provided to the flight control unitby the other position transducers 108A, 108B, 208A, 208B, 210mechanically coupled to the respective first pilot shaft 100, firstco-pilot shaft 200, and second co-pilot shaft 202. In response to thedetected failure, the flight control unit may be configured tocommunicate an electrical signal to the respective aircraft controlsurfaces that corresponds to a corrected control command.

Likewise, if the second co-pilot shaft 202 were to fail, the positiontransducer 210 mechanically coupled to the second co-pilot shaft 202 maycommunicate an electrical signal to the flight control unit that differsfrom the electrical signals communicated to the flight control unit bythe other position transducers 108A, 108B, 110, 208A, 208B mechanicallycoupled to the respective first pilot shaft 100, second pilot shaft 102,and first co-pilot shaft 200. In response to the detected failure, theflight control unit may be configured to communicate an electricalsignal to the respective aircraft control surfaces that corresponds to acorrected control command.

According to another example scenario, the first coupling rod 300mechanically coupling the second pilot shaft 102 to the second co-pilotshaft 202 may become decoupled. In such a case, the pilot positiontransducers 108A, 108B, 110 associated with the first and second pilotshafts 100, 102 will communicate electrical signals to the flightcontrol unit that indicate the shafts are rotating in a correspondingmanner through the first pilot connecting rod 104. Likewise, theco-pilot position transducers 208A, 208B, 210 will communicaterespective electrical signals to the flight control unit that indicatethe co-pilot shafts 200, 202 are rotating in a corresponding manner withrespect to one another through the first co-pilot connecting rod 204.However, the failure of the first coupling rod 300 will cause the pilotposition transducers 108A, 108B, 110 to communicate electrical signalsto the flight control unit that differ from the electrical signalscommunicated by the co-pilot position transducers 208A, 208B, 210, andin response to the detected failure, the flight control unit may beconfigured to communicate an electrical signal to the respectiveaircraft control surfaces that corresponds to a corrected controlcommand.

According to another aspect of the present disclosure, a method ofmanufacturing a fly-by-wire aircraft control system is also provided. Asshown in FIG. 5, the method 500 may include coupling a first shaft to asecond shaft of a pilot flight control system and coupling a first shaftto a second shaft of an co-pilot flight control system (Block 502). Therespective first shafts of the pilot and co-pilot flight control systemsbeing displaced apart from the respective second shafts of the pilot andco-pilot flight control systems.

Additionally, the method may include coupling a position transducer toeach shaft of the pilot and co-pilot flight control system (Block 504).Each position transducer is configured to generate an electrical signalcorresponding to the rotation of the respective shaft to a flightcontrol unit.

According to some aspects, the method may include connecting the flightcontrol unit in electrical communication with each of the positiontransducers (Block 506). The flight control unit is configured toreceive the electrical signal from each of the position transducers.Additionally, the flight control unit is configured to detect a failureof the pilot or co-pilot flight control system, in part, by detectingdifferences in the electrical signals generated by the positiontransducers. The flight control unit may be further configured tocommunicate the electrical signal from the operational positiontransducer(s) to a flight control surface to compensate for the detectedfailure.

In some aspects, the method may further include coupling a pilot flightdeck controller and an co-pilot flight deck controller to thecorresponding first shafts of the pilot flight control system and theco-pilot flight control system respectively. The pilot and co-pilotflight deck controllers may be configured to rotate the respective firstpilot and first co-pilot shafts about the longitudinal axis thereof. Inaddition, the method may include coupling at least one of the pilotshafts to one of the co-pilot shafts with at least one linkage such thatrotation of the one of the pilot shafts about the longitudinal axisthereof causes rotation of the coupled one of the co-pilot shafts aboutthe longitudinal axis thereof.

The method may further include coupling a first end of a first pilotconnecting rod to the first pilot shaft and an opposing second end ofthe first pilot connecting rod to the second pilot shaft. Additionally,the method may include coupling a first end of a first co-pilotconnecting rod to the first co-pilot shaft and an opposing second end ofthe first co-pilot connecting rod to the second co-pilot shaft such thatrotation of one of the shafts about the longitudinal axis thereof causesrotation in the others of the first and second pilot and first andsecond co-pilot shafts.

The method may also include coupling a first end of a first coupling rodto the second pilot shaft and an opposing second end to the secondco-pilot shaft such that rotation of one of the second pilot shaft andco-pilot shafts about the respective longitudinal axis thereof causesthe first coupling rod to correspondingly rotate the other of the secondpilot and co-pilot shaft about the longitudinal axis thereof. Likewise,rotation of the first pilot and co-pilot shafts about the respectivelongitudinal axis thereof causes corresponding rotation of therespective second pilot and co-pilot shafts about the respectivelongitudinal axis thereof.

The method may further include coupling a pilot and an co-pilot flightdeck controller to a respective pilot and co-pilot jackshaft assembly.Each jackshaft assembly may include a jackshaft configured to rotateabout a respective longitudinal axis defined thereby. In particular, thepilot and co-pilot jackshafts may be configured to rotate about theirrespective longitudinal axis in response to a force exerted onto thecorresponding pilot and co-pilot flight deck controllers. The pilot andco-pilot flight deck controllers are mechanically coupled to thecorresponding jackshaft assembly and may include a pair of pedals.

The method may further include coupling a first end of a second pilotconnecting rod to the second pilot shaft and coupling a first end of asecond co-pilot connecting rod to the second co-pilot shaft. In someaspects, the method may include coupling an opposing second end of thesecond pilot connecting rod to the pilot jackshaft and coupling anopposing second end of the second co-pilot connecting rod to theco-pilot jackshaft. Accordingly, rotation of the pilot jackshaft aboutthe longitudinal axis defined thereby causes an associated rotation ofthe first pilot shaft about the longitudinal axis thereof through thefirst pilot connecting rod. Additionally, the rotation of the pilotjackshaft about the longitudinal axis defined thereby causes the secondpilot shaft to rotate about its longitudinal axis that corresponds withthe rotation of the first pilot shaft via the second pilot connectingrod. Likewise, rotation of the co-pilot jackshaft about the longitudinalaxis thereof causes an associated rotation of the first co-pilot shaftabout the longitudinal axis thereof through the first co-pilotconnecting rod mechanically coupled to the first co-pilot shaft.Additionally, the rotation of the co-pilot jackshaft about thelongitudinal axis thereof causes the second co-pilot connecting rod todisplace and rotate the second co-pilot shaft that corresponds with therotation of the first co-pilot shaft.

The method may further include coupling a first end of a second couplingrod to the pilot jackshaft and an opposing second end of the secondcoupling rod to the co-pilot jackshaft. As one of the pilot and co-pilotjackshafts rotates about its respective longitudinal axis, the secondcoupling rod causes corresponding rotation of the other of the pilot andco-pilot jackshafts about the longitudinal axis thereof.

In some aspects, the method may further include coupling a first end ofa pilot flight data recorder force transducer directly to a pilot flightdata recorder linkage having a first end securely attached to a pilotwheel pulley. The method may further include coupling an opposing secondend of the pilot flight data recorder force transducer directly to apilot force transducer linkage, the pilot force transducer linkage beingaxially displaced along the first pilot shaft from the pilot wheelpulley and being rotatable about the first pilot shaft.

In some aspects, the method may include coupling a first end of a bankangle protection force transducer directly to the pilot force transducerlinkage. The method may further include coupling an opposing second endof the bank angle protection force transducer directly to a first pilotdead zone linkage. In some aspects, the method may include attaching asecond pilot deadzone linkage to the first pilot shaft. Additionally,the method may include coupling a first end of an co-pilot flight datarecorder force transducer directly to an co-pilot flight data recorderlinkage having a first end securely attached to an co-pilot wheelpulley.

The method may further include coupling an opposing second end of theco-pilot flight data recorder force transducer directly to an co-pilotforce transducer linkage. In some aspects, the method includes attachinga first co-pilot dead zone linkage to the first co-pilot shaft. Themethod may further include attaching a second co-pilot deadzone linkageto the first co-pilot shaft, coupling a first end of a second couplingrod directly to the pilot force transducer linkage, and coupling anopposing second end of the second coupling rod directly to the co-pilotforce transducer linkage.

According to some aspects, the method may further include coupling afirst end of a pilot flight data recorder force transducer to the pilotflight deck controller and coupling an opposing second end of the pilotflight data recorder force transducer to the first pilot shaft. Themethod may include coupling a first end of an co-pilot flight datarecorder force transducer to the co-pilot flight deck controller andcoupling an opposing second end of the co-pilot flight data recorderforce transducer to the first co-pilot shaft.

In some aspects, a method of controlling a fly-by-wire aircraft controlsystem is also provided. As shown in FIG. 6, the method 600 may includereceiving an electrical signal from a plurality of position transducers(Block 602). Each position transducer may be coupled to one of a firstshaft and a second shaft of a pilot flight control system, and a firstshaft and a second shaft of an co-pilot flight control system. The firstand second shafts define independent longitudinal axes, and each shaftis rotatable about the respective longitudinal axes. The flight controlsystem may further include a connecting link that enables rotation ofone of the shafts to rotate a corresponding one of the connected shafts.

In some aspects, the method may include receiving an electrical signalfrom a position transducer coupled to the first shafts of the respectivepilot and co-pilot flight control systems. The first shafts may bemechanically coupled to respective pilot and co-pilot flight deckcontrollers. According to some aspects, the method may include receivingan electrical signal from a position transducer coupled to one of thefirst and second shafts of the respective pilot and co-pilot controlsystems. Additionally, at least one linkage may mechanically couple oneof the pilot shafts to one of the co-pilot shafts such that rotation ofone of the pilot shafts about the longitudinal axis thereof causescorresponding rotation of the coupled one of the co-pilot shafts.

In some aspects, the method may further include receiving an electricalsignal from the first pilot position transducer associated with therotation of the first pilot shaft that differs from an electrical signalreceived from the second pilot position transducer associated with therotation of the second pilot shaft in response to a failure of a firstpilot connecting rod having one end mechanically coupled to the firstpilot shaft and an opposing second end mechanically coupled to thesecond pilot shaft.

According to some aspects, the method may further include receiving anelectrical signal from the first co-pilot position transducer associatedwith the rotation of the first co-pilot shaft that differs from anelectrical signal received from the second co-pilot position transducerassociated with the rotation of the second co-pilot shaft in response toa failure of the first co-pilot connecting rod having one endmechanically coupled to the first co-pilot shaft and an opposing secondend mechanically coupled to the second co-pilot shaft.

In some aspects, the flight control system may include a pilot andco-pilot jackshaft assembly. Each jackshaft assembly may include ajackshaft that defines a longitudinal axis. The pilot and co-pilotjackshafts may be configured to rotate about the respective longitudinalaxis in response to a force exerted onto the flight deck controller. Insome aspects, the flight deck controller may each include a pair ofpedals that are mechanically coupled to the corresponding jackshaftassembly. Additionally, the flight control system may include a firstcoupling rod and a second coupling rod. Each coupling rod maymechanically couple one of the pilot shafts to one of the co-pilotshafts. For example, a coupling rod may include a first end mechanicallycoupled to the pilot jackshaft and an opposing second end mechanicallycoupled to the co-pilot jackshaft. Further, the method may includereceiving an electrical signal from one of the pilot positiontransducers, in response to a failure of one of the first and secondcoupling rods, that is equal to an electrical signal received from oneof the co-pilot position transducers.

According to some aspects, the method may further include receiving anelectrical signal from a pilot flight data recorder force transducer andan electrical signal from an co-pilot flight data recorder forcetransducer. Each flight data recorder force transducer may have a firstend mechanically coupled to the respective pilot and co-pilot flightdeck controllers and an opposing second end mechanically coupled to therespective first pilot and co-pilot shafts. Additionally, in response toa failure of the corresponding one of the pilot and co-pilot flight datarecorder force transducers, the corresponding one of the pilot andco-pilot flight deck controllers may be configured to lose fidelity inflight control.

According to some aspects, the method may further include detecting afailure of the pilot or co-pilot flight control systems by detectingdifferences in the electrical signals received from each of the positiontransducers (Block 604). In some aspects, a flight control unit may beconfigured to detect a failure of the pilot and/or co-pilot flightcontrol systems. The pilot and co-pilot flight control systems mayinclude a plurality of position transducers, and the electrical signalstransmitted by the plurality of position transducers may be compared toone another to determine the operational state (e.g., healthy, degraded,faulty, etc.) of the position transducers.

In some aspects, the method may further include communicating theelectrical signal from the position transducers to a flight controlsurface actuation system to compensate for the detected failure (Block606). For example, the flight control unit may be configured tocommunicate the electrical signal from the operational positiontransducers to a flight control surface actuation system to compensatefor the detected failure.

Many modifications and other implementations of the disclosure set forthherein will come to mind to one skilled in the art to which thedisclosure pertains having the benefit of the teachings presented in theforegoing description and the associated drawings. Therefore, it is tobe understood that the disclosure is not to be limited to the specificimplementations disclosed and that modifications and otherimplementations are intended to be included within the scope of theappended claims. Moreover, although the foregoing description and theassociated drawings describe example implementations in the context ofcertain example combinations of elements and/or functions, it should beappreciated that different combinations of elements and/or functions maybe provided by alternative implementations without departing from thescope of the appended claims. In this regard, for example, differentcombinations of elements and/or functions than those explicitlydescribed above are also contemplated as may be set forth in some of theappended claims. Although specific terms are employed herein, they areused in a generic and descriptive sense only and not for purposes oflimitation.

That which is claimed:
 1. An aircraft control system comprising: pilotand co-pilot flight control systems (P, A), each including a first shaft(100,200) mechanically coupled to and displaced apart from a secondshaft (102, 202), the shafts defining and being rotatable aboutindependent longitudinal axes, wherein a connecting link (104, 204)enables rotation of one of the first shafts (100, 200) to rotate acorresponding one of the second shafts (102, 202); a position transducer(108, 110, 208, 210) mechanically coupled to each shaft and configuredto communicate an electrical signal corresponding to the rotation of therespective shaft; and a flight control unit (400) in communication withthe position transducers (108, 110, 208, 210) and configured to (a)receive the electrical signal from each of the position transducers, (b)detect a failure of the pilot or co-pilot flight control system bydetecting differences in the electrical signals from the positiontransducers (108, 110, 208, 210), and (c) communicate the electricalsignal from the position transducer to a flight control surfaceactuation system (402) to compensate for the detected failure.
 2. Theaircraft control system of claim 1 further comprising: a pilot flightdeck controller (106, 144, 150) mechanically coupled to the first pilotshaft (100), the pilot flight deck controller (106, 144, 150) beingconfigured to rotate the first pilot shaft (100) about the longitudinalaxis thereof; and an co-pilot flight deck controller (206, 244, 250)mechanically coupled to the first co-pilot shaft (200), the co-pilotflight deck controller (206, 244, 250) being configured to rotate thefirst co-pilot shaft (200) about the longitudinal axis thereof.
 3. Theaircraft control system of claim 2 further comprising at least onelinkage (300, 302) mechanically coupling one of the pilot shafts (100,102) to one of the co-pilot shafts (200, 202) such that rotation of theone of the pilot shafts (100, 102) about the longitudinal axis thereofcauses corresponding rotation of the coupled one of the co-pilot shafts(200, 202).
 4. The system of claim 3, wherein the connecting link (104,204) enabling rotation of one of the first shafts (100, 200) to rotate acorresponding one of the second shafts (102, 202) further comprises afirst pilot connecting rod (104) and a first co-pilot connecting rod(204), each connecting rod having a first end mechanically coupled tothe respective first pilot and co-pilot shaft and an opposing second endmechanically coupled to the respective second pilot and co-pilot shaft,wherein the first pilot transducer (108), in response to a failure ofthe first pilot connecting rod (104), is configured to provide anelectrical signal associated with the rotation of the first pilot shaft(100) to the flight control unit (400) that differs from the electricalsignal provided by the second pilot transducer (110) associated with therotation of the second pilot shaft (102) , and wherein the firstco-pilot transducer (208), in response to a failure of the firstco-pilot connecting rod (204), is configured to provide an electricalsignal associated with the rotation of the first co-pilot shaft (200) tothe flight control unit (400) that differs from the electrical signalprovided by the second co-pilot transducer (210) associated with therotation of the second co-pilot shaft (202).
 5. The system of claim 4,wherein the at least one linkage mechanically coupling one of the pilotshafts to one of the co-pilot shafts further comprises a first couplingrod (300) having a first end mechanically coupled to the second pilotshaft (102) and an opposing second end mechanically coupled to thesecond co-pilot shaft (202) such that rotation of one of the secondpilot and co-pilot shaft about the respective longitudinal axis thereofcauses the first coupling rod (300) to correspondingly rotate the otherof the second pilot and co-pilot shaft about the longitudinal axisthereof, wherein the first and second pilot position transducers (108,208), in response to a failure of the first coupling rod (300), areconfigured to provide electrical signals associated with the rotation ofthe corresponding first and second pilot shafts (100, 102) to the flightcontrol unit (400) that differ from the electrical signals provided bythe first and second co-pilot position transducers (110, 210) associatedwith the rotation of the corresponding first and second co-pilot shafts(200, 202) to the flight control unit (400).
 6. The system of claim 5further comprising: a pilot and co-pilot jackshaft assembly (140, 240),each jackshaft assembly including a jackshaft (142, 242) configured torotate about a respective longitudinal axis defined thereby in responseto a force exerted onto the flight deck controller (144, 244)mechanically coupled to the corresponding jackshaft assembly, whereineach flight deck controller includes a pair of pedals; wherein theconnecting link enabling rotation of one of the first shafts to rotate acorresponding one of the second shafts further comprises a second pilotand a second co-pilot connecting rod (104B, 204B), each connecting rod(104B, 204B) having a first end mechanically coupled to the respectivesecond pilot and co-pilot shaft (102, 202) and an opposing second endmechanically coupled to the respective pilot and co-pilot jackshaft(142, 242) such that rotation of the pilot jackshaft (142) about thelongitudinal axis thereof causes an associated rotation of the firstpilot shaft (100) about the longitudinal axis thereof and a rotation ofthe second pilot shaft (102) that corresponds with the rotation of thefirst pilot shaft (100), and such that rotation of the co-pilotjackshaft (242) about the longitudinal axis thereof causes an associatedrotation of the first co-pilot shaft (200) about the longitudinal axisthereof and a rotation of the second co-pilot shaft (202) thatcorresponds with the rotation of the first co-pilot shaft (200), whereinthe first end of the first coupling rod (300) is mechanically coupled tothe pilot jackshaft (142) and the opposing second end is mechanicallycoupled to the co-pilot jackshaft (242) such that rotation of one of thepilot and co-pilot jackshafts (142, 242) about the longitudinal axisthereof causes a corresponding rotation of the other one of the pilotand co-pilot jackshaft (142, 242) about the longitudinal axis thereof,wherein the at least one linkage mechanically coupling one of the pilotshafts (100, 102) to one of the co-pilot shafts (200, 202) furthercomprises a second coupling rod (302) having a first end mechanicallycoupled to the pilot jackshaft (142) and an opposing second endmechanically coupled to the co-pilot jackshaft (242), and wherein, inresponse to a failure of one of the first and second coupling rods (300,302), the pilot and co-pilot jackshafts (142, 242) are rotated about thelongitudinal axes thereof by the other of the first and second couplingrods (300, 302), and the pilot and co-pilot position transducers (108,110, 208, 210) are configured to provide the flight control unit (400)with equal electrical signals.
 7. The system of claim 2 furthercomprising: a pilot flight data recorder force transducer (122) and anco-pilot flight data recorder force transducer (222), each flight datarecorder force transducer having a first end mechanically coupled to therespective pilot and co-pilot flight deck controllers (106, 206) and anopposing second end mechanically coupled to the respective first pilotand co-pilot shafts (100, 200), and wherein, in response to a failure ofthe corresponding one of the pilot and co-pilot flight data recorderforce transducers (122, 222), the corresponding one of the pilot andco-pilot flight deck controllers (106, 206) is configured to losefidelity in flight control.
 8. The system of claim 7, wherein the pilotand co-pilot flight deck controller further includes a pilot andco-pilot column flight deck controller (150, 250), the pilot andco-pilot column flight deck controller being configured to becomeunresponsive to user input, in response to a failure of one of thecorresponding pilot and co-pilot flight data recorder force transducers(122, 222).
 9. A method of controlling a fly-by-wire aircraft controlsystem comprising: receiving an electrical signal from a plurality ofposition transducers (108, 110, 208, 210), each position transducercoupled to one of a first shaft (100) and a second shaft (102) of apilot flight control system (P) and a first shaft (200) and a secondshaft (202) of an co-pilot flight control system (A), the first andsecond shafts (100, 102, 200, 202) defining and being rotatable aboutindependent longitudinal axes, wherein a connecting link (104, 204)enables rotation of one of the shafts to rotate a corresponding one ofthe connected shafts; detecting a failure of the pilot or co-pilotflight control systems by detecting differences in the electricalsignals received from each of the position transducers (108, 110, 208,210); and communicating the electrical signal from the positiontransducer to a flight control surface actuation system (402) tocompensate for the detected failure.
 10. The method of claim 9, whereinreceiving an electrical signal from a position transducer includesreceiving an electrical signal from a position transducer (108, 208)coupled to the first shafts (100, 200) of the pilot and co-pilot flightcontrol systems, the first shafts (100, 200) being mechanically coupledto respective pilot and co-pilot flight deck controllers (106, 206). 11.The method of claim 9, wherein receiving an electrical signal from aposition transducer includes receiving an electrical signal from aposition transducer (108, 110, 208, 210) coupled to one of the first andsecond shafts (100, 102, 200, 202) of the pilot and co-pilot controlsystems, wherein at least one linkage (300) mechanically couples one ofthe pilot shafts (100, 102) to one of the co-pilot shafts (200, 202)such that rotation of one of the pilot shafts (100, 102) about thelongitudinal axis thereof causes corresponding rotation of the coupledone of the co-pilot shafts (200, 202).
 12. The method of claim 11,wherein a first end of a first pilot connecting rod (104) ismechanically coupled to the first pilot shaft (100) and an opposingsecond end of the first pilot connecting rod (104) is mechanicallycoupled to the second pilot shaft (102), wherein a first end of a firstco-pilot connecting rod (204) is mechanically coupled to the firstco-pilot shaft (200) and an opposing second end of the first co-pilotconnecting rod (204) is mechanically coupled to the second co-pilotshaft (202), and wherein receiving an electrical signal from a positiontransducer (108, 110, 208, 210) includes, in response to a failure ofthe first pilot connecting rod (104), receiving an electrical signalfrom the first pilot position transducer (108) associated with therotation of the first pilot shaft (100) that differs from an electricalsignal from the second pilot position transducer (110) associated withthe rotation of the second pilot shaft (102).
 13. The method of claim12, wherein receiving an electrical signal from a position transducerincludes, in response to a failure of the first co-pilot connecting rod(204), receiving an electrical signal from the first co-pilot positiontransducer (208) associated with the rotation of the first co-pilotshaft (200) that differs from an electrical signal from the secondco-pilot position transducer (210) associated with the rotation of thesecond co-pilot shaft (202).
 14. The method of claim 12, wherein theflight control system further includes a pilot and co-pilot jackshaftassembly (140, 240), each jackshaft assembly including a jackshaft (142,242) configured to rotate about a respective longitudinal axis definedthereby in response to a force exerted onto the flight deck controller(144, 244) mechanically coupled to the corresponding jackshaft assembly,wherein each flight deck controller includes a pair of pedals, whereinthe at least one linkage mechanically coupling one of the pilot shafts(100, 102) to one of the co-pilot shafts (200, 202) further includes asecond coupling rod (302), and wherein receiving an electrical signalfrom a position transducer further includes receiving an electricalsignal from one of the pilot position transducers (108, 110), inresponse to a failure of one of the first and second coupling rods (300,302), that is equal to an electrical signal received from one of theco-pilot position transducers (208, 210).
 15. The method of claim 11further comprising receiving an electrical signal from a pilot flightdata recorder force transducer (122) and an co-pilot flight datarecorder force transducer (222), wherein each flight data recorder forcetransducer has a first end mechanically coupled to the respective pilotand co-pilot flight deck controllers and an opposing second endmechanically coupled to the respective first pilot and co-pilot shafts,and wherein in response to a failure of the corresponding one of thepilot and co-pilot flight data recorder force transducers, thecorresponding one of the pilot and co-pilot flight deck controllers isconfigured to lose fidelity in flight control.
 16. An aircraft controlsystem comprising: pilot and co-pilot flight control systems (P, A),each including a first shaft (100,200) mechanically coupled to anddisplaced apart from a second shaft (102, 202), the shafts defining andbeing rotatable about independent longitudinal axes, wherein a pilot andan co-pilot connecting link (104, 204) respectively enables rotation ofone of the first shafts (100, 200) to rotate a corresponding one of thesecond shafts (102, 202) of the pilot and co-pilot flight controlsystems; a pilot and an co-pilot flight deck controller (106, 206)mechanically coupled to the respective first pilot and co-pilot shafts(100, 200); a position transducer (108, 110, 208, 210) mechanicallycoupled to each shaft and configured to communicate an electrical signalcorresponding to the rotation of the respective shaft; a pilot and anco-pilot wheel pulley (112, 212) mechanically coupled to the respectivepilot and co-pilot flight deck controllers (106, 206), the pilot andco-pilot wheel pulleys configured to, in response to a failure of one ofthe connecting links (104, 204), rotate the respective first shafts(100, 200); and a flight control unit (400) in communication with theposition transducers (108, 110, 208, 210) and configured to (a) receivethe electrical signal from each of the position transducers, (b) detecta failure of the pilot or co-pilot flight control system by detectingdifferences in the electrical signals from the position transducers(108, 110, 208, 210), and (c) communicate the electrical signal from theposition transducer to a flight control surface actuation system (402)to compensate for the detected failure.
 17. The system of claim 16,wherein the pilot and co-pilot flight deck controllers each include apilot and an co-pilot wheel controller, the pilot and co-pilot wheelpulleys (112, 212) being mechanically coupled to respective wheelcontrollers such that rotation of the pilot wheel pulley about thelongitudinal axis of the first pilot shaft (100) correspondingly rotatesthe pilot wheel controller (106) and rotation of the co-pilot wheelpulley about the longitudinal axis of the first co-pilot shaft (200)correspondingly rotations the co-pilot wheel controller (106).
 18. Thesystem of claim 17, wherein the pilot and co-pilot wheel pulleys (112,212) each define an arcuate slot (118, 218) proximate a respective outerperipheral portion, the pilot and co-pilot wheel pulleys (112, 212)being rotatable about the respective first pilot and co-pilot shafts(100, 200).
 19. The system of claim 18 further comprising a first andsecond pilot deadzone linkage (130,134) and a first and second co-pilotdeadzone linkage (230, 234), each deadzone linkage being non-rotatableattached to and extending radially from the respective first pilot andco-pilot shafts (100, 200), each deadzone linkage having an engagingelement extending therefrom along a direction parallel to thelongitudinal axis of the respective pilot and co-pilot shafts (100,200), the second pilot and co-pilot engaging elements (136, 236)extending through the respective arcuate slots defined by the pilot andco-pilot wheel pulleys (112, 212).
 20. The system of claim 19, whereinrotation of the respective first pilot and co-pilot shafts (100, 200)about the longitudinal axis thereof causes the respective engagingelements (132, 136, 232, 236) to orbit about the respective first shafts(100, 200).